Valve-motion for internal-combustion engines.



APPLICATION FILED MAY 2. 1913.

Patented Dec. 10,

3 SHEETS-SHEET l- INVENTOFI WlTNESSES I. M. GEAIIING.

VALVE MOTION FOR INTERNAL COMBUSTION ENGINES.

APPLICATION FILED MAY 2. I9IB- Patented Dec. 1918.

3 SHEETS-SHEET 2.

V I 'Invu'roa K QQMMML I. MJGEARING.

VALVEMOTION FOR iNTERNAL COMBU STION ENGINES. APPLICATION FILED MAY 2. 19m.

1,287,289, Patented D9010, 1918.

3 SHEETSSHEET 3- WITNESSES lNVENTOH hmmpmg invention;

, insure the cO'rIC 'To all whom it mayconre rn:

The

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JA ES 1a, fienanilvd. 01 PI'TTSBURGI-IfPENNSYLVANIA.

vALvmvr'oTIon FOR mrnnnanconausrron ENGINES.

Be it known that I, J axes of Pittsburgh, Allegheny c nnty',"P'ennsyl-- e i. vanla, have invented: a new and useful Intprovement in Yalve lVIotions for li'iteriial Combustion Engines, of which'the follow? ing is a full, clear, and exact description, reference being had to the accompanying drawings, forming part of this speeilieation,-

inwhiehz, ,H I

Figure 1 is a centralisectional view of" internal combustion engine embodying' my Figs. 2,3, 4 and, 5 are: diagrams showing the moving parts in different positions; and Fig.1 is a detail View :partly'in section and partly in elevation lof certainfjof"then z. i

My in ventiou has, relation to; improvements in valve motionspfor internal combust-iq n engines. and p'arti'cii liirly to 'e'n 'ines of i the four-cycle type ein'ploying single sleeve valve which controls both the inlct and enhaust ports. ."lheobject, 'ot n'yinvention is to provide actuating int nsifi s for "a"va lve sleeve of this character which willfbe simple and positive I in its'fac't ion and which will ii oyeinent of the valve sleeve at all timesl The nature bf my invntion'will'be' best I understood by reference to the aCCQmPflIYying drawingsfin' which] I hay'eyshown-the preferred embodiments thereof "and Wh-ich .will now be described, fit, :being premised,

hOWeVer, that various changes can bemade in the details of, construction and-arrange 1 ment of the several parts;fwithout departing from the spirit and? scope 'ofmy invention-as defined in the appended claims.

, In these drawings, 'thdnirmeral "2 desig nates the engine cylinder havingthe head 3,

junk ring 4, pis'ton5,"conne cting rod 6, crank 7 and crank shaft 8. 9 designates the exhaust ports, which are preferably provided in duplicate on opposite sides of the cylinder, and lfldesignates the similarly arranged intake ports.- 11 is the manifold for the intake and exhaust ports. These ports may be of any usual or suitable arrangement. I

Thenumeral 12 designates the internal sleeve valve which forms a lining for the i Application areal/i552,-

Specificatimr of Illetters Patent. Patgfifd Dec, 10, 19E 8 isnaf Serial Ni. 232,143.

' alinemcnt, respectively,at the proper times with the ports 9 and 1O. The upper end portion of-fthis valve sleeve is shown as v saledby means of suitablepaeking 14, in the head and another packing in the 'jni'lk ring -l-b i v The niniiei'al l i designates an eccentric \vhichi'splaced on the crank shaft 8, and wiasveim 17' is connected to a toggle fortified by the two'link members 18 and 1S).

TllQlliik 18 is connected at its opposite end to a 'fiitcd' pivot pin 20 mounted on the frameo-f tlic-eng1nc...Tlie opposite end at;

and 22'are .in the plane of the connecting 1 rod center, asbest shown in Fig. (3,while the members 17, 18 and 19 are at one side of such center so. as. rodufi.

, :.Tlhexeccentrir 24: has a greater throw than til192CCGhtliQ 16, i'ts throw being shown as approximately twice that of the eccentric 16.

The two eccentrics are setat different an-- gles, the eccentricfll lieing shown as approximately 30? in advance of the eccentric 16.- The eccentric 16 isjset at an angle of slightly more than mute crank 7.- i Alt-,Will .bejseen that-the strap of the eccen- "tric 16 is connected to a toggle, one member of wvhich is connected to the fixed point 20, whileits othermember is connected'to the vjointof another toggle formed by the membars 21 and 22. It willbe apparent, therefore, that the two eccentrics will exert a combined reciprocating action on the valve sleeve, the major part of the movement of the valve sleeve being imparted by the eccentric 24, and that each eccentric will mod- The Y to clear the connecting the entire movement being further 0011- trolled and guided by the fixed point 20, which, through the medium of the member 18, acts as a fixed .heel or fulcrum. At times, the two eccentrics will cotiperate to produce'a relatively quick movement of the valve sleeve, while at other times their actionwill be of a. mutually opposing character tending to retard movement of said sleeve or to hold the sleeve stationary.\.

In Fig. 1,. the parts are shownapproximately 1n the position which they occupy at the middle of the exhaust stroke, the inlet ports being closed and the exhaust ports wide open. In these positions, it will be noted that the eccentric 8 has just passed its outer. high point, with the eccentric 24 approximately 30 in advance, and that the two eccentrics are approaching a pcaftion in which they will cooperate to act upon the valve sleeve to quickly shift it to close the exhaust port and open the inlet port. In this figure, the valve sleeve is shown at the limit of its extreme outward movement. In Fig. 2, the parts are shown in the po sitions which they occupy when the crank shaft is rotated 120 from the position shown in Fig. 1, and the piston is starting its intake stroke. Both eccentrics are now cooperating to move the valve sleeve inwardly to fully. openthe intake ports.

In the position shown in Fig. 3, the crank shaft has made acomplete revolution from the position shown in Fig. 1, and the piston is in the middle of its compression stroke. All ports are now closed. It will be seen I that the two eccentrics are now in position to oppose each other and to hold the valve in this port-closing position during thev compression and explosion strokes.

I In Fig. 4, the partsarc shown in approximately their osltion at the end of the compression stro e. a

In Fig. 5, the parts are shown in approximately their positions at the end of thee):- plosion stroke, the exhaust ports now being open and the eccentrics being in a position to maintain these ports open during the exhaust stroke, as shown in Fig. 1.

The advantages of my invention will be apparent, since it provides a simple, positive and rehable mechanism which will enable the use of a single sleeve valve for control-r ling all ports. -It will be readily seen that the throw and setting of the eccentrics with respect to each other and also their setting with respectto the crank angle may be varied to modify the movementofthe valve sleeve as may be necessary in any particular case or to meet different locations of and distances between p01't .ccnter$. The stroke of the valve may also be varied byadjusting the fixed point 20, the higher this point, the greater. being the stroke of the valve.

1 claim;

1. In an internal combustion engine, valveactuating mechanism comprising a valve member to be actuated, a half-speed shaft, an eccentric on said shaft, a toggle connecting said eccentric with the valve mcmbcr, a

crank shaft, another eccentric on the crank 6 shaft, and a second toggle to which the strap ofthe last nanlcd eccentric is conncctcd, one member of the last named togglc bcing connected tothe joint ofithc first named-toggle and its other member being conncctcd to a fixed fulcrum point, substantnilly as (10-- scribed.

2. In an internal combustion engine, valve actuating mechanism comprising a valve' member to be actuated, a haltspccd shaft,

an eccentric on said shaft, a toggle connectmg said eccentric \VIl'llthe valve member, a crank shaft, another eccentric on the crank shaft, and a second toggle to which the strap of the last named eccentric is connected. one 30 ingset at different angles and having diifcr-,

cut throws, substantially as described' 3. In an internal combustion engi11o,valvcactuating me hanism comprising a waive member to be actuated, a half-speed shaft,

an eccentric on said shaft, a toggle connecting said eccentric with the valve member, a crank shaft, another eccentric on the crank shaft, and a sccond toggle to which the strap of the last named eccentric is connected, one

member of the last named toggle being con nected to the point of the first named toggle and its other memberbcing connected to a fined fulcrum point, the twoeccentrics being setaat different angles and. at oblique angles with respect tothe center line of the crank,

substantially as described;

In testlmony whereof, I have hcrcunto set my hand.

JAhIllS M. (irEA RING. 

